Electric-railway system.



W. ROBINSON.

ELEGTRIG RAILWAY SYSTEM. APPLIOATION FILED 0012-1, 1902. nmuwnn APR. 4, 190a.

Patented 0ct.20,- 1908.

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W. ROBINSON. ELEGTBIG RAILWAY SYSTEM. APPLIOATIOI mam 001.27, 1902. nnnwnn AFB. 4, 100a.

Patented Oct. 20, 1908.

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W. ROBINSON. ELECTRIC RAILWAIT SYSTEM. APPLICATION FILED 00127, 1902. RENEWED APR. 4, 1908.

Patented. 001;. 20, 1908.

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"UNITED STATES PATENT OFFICE.

WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

He. comes.

To all whom it may concern:

Be it known that I, WILLIAM ROBINSON, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Electric-Railway System, of which the following is a specification.

The nature of my invention will be under stood from the description which follows, reference being had to the accompanying drawings, which form a part of this specification, in which Figure 1 is a diagrammatic representation of an electric railroad, illustrating the main features of my invention; Fig. 2 shows an alternative arrangement of magnets for the control of the working circuits; Fig. 3 is a face view of the swingin magnet of thepolarized relay; Fig. 4 is a diagram illustrating, in plan, the magnetic circuits shown in elevation in Fig. 1; Fig. 5 is a diagram illustrating a similar plan, but somewhat simpler arrangement, of the magnetic circuits than that shown in Figs. 1 and 4, Fig. 6 is a diagram showing a plan of a similar, but simpler arrangement of magnetic circuits than that shown in elevation in Fig. 2, and Fig. 7 shows the controller in perspective, partly in section, illustrating automatic means for keeping the car lighted when the working current is cut oil.

A represents a continuous railroad track of usual construction, and B a working conductor or third rail parallel thereto and made in sections a, b, a, separated or insulated from each other, as shown at (Z, d, and preferably supported on the railroad ties.

G is a high potential or working-current electric generator, and C a feed wire proceeding therefrom, while H represents another electric generator of low potential current, and I a feed wire proceeding therefrom.

D, E, F, represent polarized relays in which the fixed magnets D, E, F, are connected in multiple to the low potential feed wire I by the branch wires e, f, g, respectively, while the opposite terminals of said magnets are connected by the wires e,f, g, to the respective working or third rail sections a, b, c, all as illustrated. The high potential feed wire C is normally disconnected from the third rail sections a, b, c, as illustrated at t d, Fig. 1.

The polarized relay is constructed and. connected as follows; (see Figs. 1 and 4 es- Specification of Letters Patent. Application filed. October 27, 1902, Serial No. 128,891.

Patented 0st. 20, 1908. Renewed April 4, 1908. Serial No. 425,168.

through these magnets by the operationof a I car closing circuit and using the current the opposite poles of these magnets face and at tract each other, but when themotor car leaves the section the high potential current dominates the low potential current, reversing the polarity of the fixed magnet, thus bringing similar poles of the two magnets facing each other. These magnets now repel each other with great force, thus opening the working circuit as great a distance as necessary. The lever i is connected to the lever n by the insulating connection 0. The lever n closes upon the stop n, which is con nected by the wire p to the working feed wire C, while the lower end of said lever n is connected by the wire 9 to the wiref, which leads to the third rail section b. The wire p is connected in shunt to the stop 6 by the wire 7* which is provided with a somewhat heavy resistance r in order to materially reduce the strength of the magnetic action of the current on the swing magnet m in said shunt circuit, 1". One terminal of the swing magnet m is arranged to make connection with the stop i when connection is closed between the leveri and said stop i, as shown by the terminal wire 8 while the opposite terminal of said swing magnet m is connected by the wire 8 to the wire which leads to said third rail section b. A slight resistance q is placed in the wire 9 to prevent the closing of circuit at n from short circuiting the current from the shunt 1".

The construction of the relays D and F is identical with the construction of the relay E just described.

When the respective magnets D, E, F are magnetized they connect their respective working or third rail sections a, b, c to the working feed wire C, through the branch conductors p, p, p, the levers t, n and c, the conductors u, q and 'L and the conductors e, f, g, as shown. At the same time circuit is closed through the shunts o, r and f and the swing magnets Z, m, and n, re-

CID

spectively. These connections are illus trated as established by the magnet E, Fig. 1, and its connections, and also in Fig. 1.

The electric generators G, H have similar poles connected by the conductor is to the service rails Z m of the track A, which forms the return circuit. Similar poles of said res ective generators, for instance, the positive, are also connected to the respective feed wires C, 1.

K represents a car or locomotive truck provided with the motor L arranged to drive the same. Said motor has one terminal connected to the axle or truck, as shown at 5 the circuit continues thence through the wheels to the track rails which form the return circuit, and the other terminal is connected to the controller M by the wire (1 both in the usual way.

The contact shoe or collecting brush a, supported by the truck and traveling in contact with the working or third rail conductor B, is electrically connected by the wire a to the rotating portion 0 of the controller M, also in the usual way.

When the respective magnets D, E, F are magnetized they attract the swing magnets Z m n respectively, thus closing the respective circuits at a t, t n, and at e d.

The operation is as follows: Then there is no motor car on any particular working sec tion, the section a for instance, the circuit through the fixed magnet D is open and its swing magnet armature Z is withdrawn by the spring a", thus breaking the electrical connection at a and t. Thus the working or hi 11 potential 'l'eed wire C is normally and whol y disconnected from said working or third rail section a, consequently there can be no danger of shock from the working current to anyone coming in contact with said third rail section. Furthermore, the potentiality of the current through the magnet D is solow that a person stepping on one of the rails Z m and the section a could not perceive the current, certainly could not be injured by it, and such a contact could not render the magnet D operative, consequently all danger from such contact is eliminated in this system. When however a motor car K enters u on a section, b for instance, and circuit is c osed through the controller M and the motor L, as shown in Fig. 1, it is also instantly closed, as will be seen by inspection, through the fixed magnet E. Said magnet E, thus magnetized with a low potential current from the feed wire I, attracts its swing magnet-an mature m, thus closing the high potential working circuit between the feed wire C and the third rail section I), through the conductors p, q, f and the lever n Thus working current is conveyed to the motor L. Simultaneously with the closing of the working circuit at n the shunt circuit 1 is closed at t tlniough the swing magnet m and its termina 8.

The relative osition ol' the magnetic poles of the fixed and? swing magnets E, m, when a motor car or train is on the third rail section b, with the circuit closed through the controller and motor, is clearly illustrated in Fig. 4, in which it will be noted the winding of the swing magnet m is such as to bring its nega tive pole s facing the positive pole n of the fixed magnet E and the positive pole n of course, of the swing magnet, in like manner f aces the negative pole s of said fixed magnet E. Thus when the fixed magnet E and the swing magnet on are magnetized under the conditions named, they attract each other with great force, keeping the circuit closed at n, t

If now we assume that the motor car or train has passed along and cleared the third rail section b, leaving the circuit open between said section b and the return rails Z m of the track, inspection of Fig. 4 will show that there is still a closed circuit presented from the feed wire G through the connections 19, n, M, q, fixed magnet E, feed wire I and the generators G, H.

If we assume, for instance, that the work ing feed wire C carries a current of 500 volts and the feed wire I 50 volts, it is evident that these currents of similar polarity passing in opposite directions will meet in the magnet E. The high potential current, therefore, by reason of its ten-fold strength, dominates the low potential current and reverses the polarity of the poles of said magnet E, thus bringing the negative poles of said swing and fixed magnets opposite each other and the positive poles thereof opposite each other. As a result these two magnets repel each other with great force, thus opening the circuits at n and t, the spring i operating to keep said circuits open.

It will be understood that the polarity of one of the magnets, the swing magnet m in this case, is constant when magnetized, there being no reversal of polarity under any circumstances.

The circuit is opened as described the instant the motor car leaves the section b and the same thing occurs the instant the motor man opens circuit through the controller to slow up, stop or coast. Thus the working current is never connected to the sections of the third rail, except when the car or train is actually using said current. As a result there is no danger to a person walking anywhere about a train stopped at a station, or walking on the track even in contact with the third rail sections when there is no electric train actually using current from those particular sections. I

It will be understood that the passing of the high potential current through the coils of the magnet E in the opposite direction from that of the low potential current already magnetizing said magnet, that is, in a direction to dominate said low potential current and reverse the polarity of said magnet E, must first demagnetize said magnet before remagnetizing the same with opposite polarity. As a consequence, if it were not for the mechanical lagging and comparative slowness of the retractile action of a spring in withdrawing the armature lever when said magnet is thus demagnetized, in comparison with the quick action of the dominating current in remagnetizing the same, a simple armature, with its lever, in connection with the fixed magnet E would answer the purpose of opening the high potential circuit when the train leaves the third rail section 6, without the use of the more complicated polarized relay. Since the opening of the high potential circuit, however, under these conditions, is not to be relied on, for the reasons stated, I use the polarized relay, as described.

In Fig. 5 the polarized relay is shown as simplified in such a way as to open circuit at only one point instead of at two points as shown in Figs. 1 and 4. To this end I connect the shunt circuit 1" to the conductor Q instead of to the conductor p, thus avoiding making a break in said shunt circuit. Thus the opening of the circuit at n not only opens the working circuit between thefeed wire C and the third rail section b but it at the same time outs oi? the working current from said shunt circuit r, that is, from the swing magnet m. The difference between the shunt circuit as illustrated in Fig. 5 and that in Fig. 4 is readily understood by inspection, the contact points i 1' shown in Fig. 4 being omitted in Fig. 5.

The circuits as illustrated in Fig. 5, being simpler, are to be preferred to the arrangement shown in Fig. 4 and other figures.

Referring now to Fig. 2:The switch for the heavy working current should be opened a considerable distance, and this implies that the magnet controlling the same must be comparatively powerful and capable of swinging the switch as far in closing the working circuit as it was swung back in opening the same. I prefer, therefore, to use an additional or supplemental magnet E to control this switch directly by means of the working current itself, and the magnet E to control the circuit of the switch magnet E. Thus when circuit is closed by the passing motor car, as described, the magnet E closes the circuit of the magnet E at rfifrom the working feed wire C through the branch wire 5 magnet E, wire 0 lever d wires (1 third rail section b, the car motor and the service rails. of the track to and through the generator G and the feed wire pleting the circuit. The n'iagnet E, thus charged with the working current, attracts its armature c with great force, thus closing, at the point f, a direct circuit between the Working feed Wire C and the contact section b. The wire 6 is provided with the resistance 7&3 to regulate the strength of the magnet E, and the wire i with the resistance R to prevent the short circuiting of the magnet E as well as of the shunt circuit 1. The magnetic blow-out g is arranged to blow out, or prevent the formation of, an are at the point f when the main circuit is opened at that point.

The sprin m forms an elastic yielding bearing for the stop i so that perfect electrical connection may be made at both of the two points i and n. The elastic bearing may be used in connection with the stop n in the main circuit when desired, instead of in connection with the stop i in the shunt circuit, or it may be used in connection with both of said sto s i, n.

Fig. 6 is simi ar in construction to Fig. 2, except that in Fig. 6 the switch shown at i Fig. 2 is eliminated and the shunt r proceeds from the wire '5 instead of from the wire 19, both as described in connection with Fig. 5, whereby opening the main switch at f not only cuts off current from the third rail section but also from the shunt circuit 7" and its swing magnet m.

The lamp N is shown in the drawing with its switch 1 closed. This circuit is normally open, always open except when it is necessary to burn the lamps, as for instance, at night. The closing of this lamp circuit, however, by a switch connecting it with. the working feed wire would bring working current to the third rail section, thus making said rail-section alive and dangerous at night, even when a train is standing still at a station or coasting, and not using current for driving. To obviate danger under these circumstances I propose to place a storage battery on the car or train and connect the same electrically to the lamp circuits and to a switch upon, or operated by, the controller M and arranged in such a way that when the train is using working current for driving purposes the lamp circuit will derive current from the working feed wire, but when the working current is cut oil from the motors it is also cut off from the lamp circuit, which is simultaneously temporarily transferred to the battery circuit. Means for accomplishing this result are shown in Fig. 7, in which M represents a car controller of usual construction; having a rotary drum 6', turned by the handle 0 and provided with connections, (not shown), for controlling the admission of propulsion current to the motors, in the usual manner.

0, thus comi For the purpose of this invention the drum e is shown as provided with a metal ring a which may be continuous or have a section cut out, as indicated at b. The insulation shown at b is intended to indicate that the handle 0 and the ring a are electrically disconnected. The wire d fromthe car motor L is connected to said ring a and the wire e from the collecting shoe a is connected by the wire a to the wire m of the lamp circuit N. This wire 6 is shown as extended to the handle a, merely to indicate that it extends from the shoe a to the proper distributing point of the controller. The ring a is provided at one point with the short insulation which does not, however, disturb the metallic continuity of said ring of. Upon said insulation rests the spring clip g, which is pressed against said insulation, and ring, by the spring h The drum 6 is also provided with the contact plate '5 against which the spring Z presses the spring clip k when the handle 0 is in the off position. The wire m connects the end of the lamp circuit N to the contact plate 0?, and the wire a connects the conductor a to said wire m that is, to the same end of said lamp circuit. The opposite end of said lamp circuit is connected by the wire p to the spring clip 9 and by the wire g to one end of the storage battery 1. The opposite end of said storage battery is connected by the wire 3 to the spring clip k It will be understood that the rotation of the drum 6 by the handle 0 operates to close circuit between the wires d and c, in the usual way, not necessary to illustrate in this figure. The operation of this automatic switch will be clearly understood as follows: As illustrated in the drawing the handle 0 is in the off position, and the circuit through the lamps N and the storage battery, is, consequently, closed through the wires m g 8 the spring clip 76 and the contact plate i Now, turning the drum e to the right closes circuit, in the usual manner, between the wires (1 e thus com leting circuit from the low current feeder I, t irough the magnet D, wire 0, contact section a, wires e (2*, motor L and return rails A and wire This closes the working circuit from the feeder 0 through the wire 7), lever t, and the wire 6 as heretofore described The described movement to the right, meantime, of the drum 6 has closed circuit between the spring clip g and the metal ring of, and has opened circuit between the spring clip 76 and the contact plate i thus throwing the storage battery r out of the lam circuit.

The above described c osing of the working circuit brings into play the shunt circuit from the wire 6 through the wire n lamps N, wire p spring clip g ring a and wire d through the motor and truck to the return rails A, thus feeding said lamps N with current from the working current feeder.

By closing circuit between the spring clip g and the ring a before opening circuit be tween the spring clip 7c" and the contact plate "L there is no interruption in the steadiness of the light in switching the lamps from one source of electric supply to the other.

The hand switches F, a are intended to open the respective lamp circuits when light from the lamps is not required, as in the day time. Thus the third rail sections are rendered perfectly safe under all conditions when the train is not actually using working current from said sections for driving puroses.

Having thus described my invention what I claim as new and desire to secure by Let ters Patent, is:

1. In an electric railway system, the combination of a working conductor, a feed Wire normally disconnected therefrom, a polarized relay between said feed wire and work ing conductor, a return conductor, and means for closing and opening circuit be tween said working and return conductors, the closing of said circuit between the work ing and return conductors actuating said relay and thus connecting said feed wire electrically to the working conductor, the opening of circuit between said working and re turn conductors causing a reversal of polarity in one of the magnets of said relay, thus simultaneously opening circuit between said feed wire and the working conductor.

2. In an electric railway system, the combination of a Working conductor, a feed wire normally disconnected therefrom, a polar ized relay between said feed wire and workmg conductor, a return conductor, and a locomotive or car provided with means for closing and opening circuit between said working and return conductors, the closing of said circuit between said working and return conductors actuating said relay and thus connecting said feed wire electrically to the working conductor, the opening of circuit between said working and return conductors causing a reversal of polarity in one of the magnets of said relay, thus simultaneously opening circuit between said feed wire and the working conductor.

3. In an electric railway system, the com bination of a working conductor, a feed wire normally disconnected therefrom, a polar ized relay between said feed wire and working conductor, a return conductor, an electric locomotive or car traveling in electrical connection with said working conductor and deriving current therefrom, and an electrical controller or switch, the closing of said switch operatin to close circuit through the magnets of sai polarized relay, thus contlve or car traveling in electrical connection therewith and provided with a motor, a return conductor, an electric generator, a feed wire proceeding therefrom and arranged to transmit operative current to said locomotive or car through said working conductor, the transmission of said current being normally interrupted between said feed wire and working conductor, an additional or independent source of electric supply of lower potential than the working current transmitted to said traveling motor, a feed wire proceeding therefrom, a polarized relay, one magnet of said relay having its opposite terminals connected to said last named feed wire and to said working conductor respectively, the circuit through said magnet being normally open, the other magnet of said relay being connected in shunt with the working circuit and having its poles normally facing dissimilar poles of said first named magnet, thus causing said magnets to attract each other under normal currents, the reversing of the polarity of one of said magnets causing .said magnets to repel each other, thus opening the circuit or circuits with which they are connected, and a switch controlled by said magnets, the closing of said switch closing the main circuit between the working conductor and said first named feed wire, thus causing the transmission of working current to said traveling locomotive or car, the opening of said switch causing such transmission of current to cease.

5. In an electric railway system, the combination of a working conductor made in successive sections separated or insulated from each other, an electric locomotive or car travcling in electrical connection therewith and provided with a motor, a return conductor, an electric generator, a feed wire proceeding therefrom and arranged to transmit operative current to said locomotive or car through the sections of said working conductor, the transmission. of said current being normally interrupted between said feed wire and working conductor sections, an additional or independent source of electric supply of lower po tential than the working current transmitted to said traveling motor, a feed wire proceeding therefrom, polarized relays, one magnet of each of said relays having one terminal connected to said last named feed wire, the opposite terminals of said magnets, respectively, being connected to the respective sections of the working conductor, the circuits through said magnets being normally open, the other magnets of the respective relays being connected in shunt with the working circuit and having their poles normally facing dissimilar poles of said first named magnets, and switches controlled by said respective polarized relays and arranged to control the transmission of working current to said travl l l bination of a working conductor, a locomocling motor, and to disconnect the same therefrom.

6 In an electric railway system, the combination of a working conductor made in successive sections separated or insulated from each other, an electric locomotive or car traveling in electrical connection therewith and provided with a motor, a return conductor, an electric generator, a feed wire proceeding therefrom and arranged to transmit operative current to said locomotive or carthrough the sections of said working conductor, the transmission of said current being normally interrupted between said feed wire and working conductor sections, an additional or independent source of electric supply of lower potential than that of the working current transmitted to said traveling motor, a feed wire proceeding therefrom, polarized relays, one magnet of each of said relays having one terminal connected to said last named feed wire, the opposite terminals of said magnets, respectively, being connected to the respective sections of the working conductor, the

circuits through said magnets being normally open, the other magnets of the respective relays being connected in shunt with the working circuit and having their poles normally facing dissimilar poles of the said first named magnets of the respective polarized relays, switches controlled by said respective polarized relays and arranged to control the trans mission of working current to said traveling motor and to disconnect the same therefrom,-

said locomotive or car establishing electrical connection successively between said working sections and the return conductor, and a traveling car controller arranged to open and close circuit through the motors, the opening and closing of said circuit through the motors operating to simultaneously open and close the working and relay magnet circuits.

7. In an electric railway system, the combination of a source of electric supply, a feed wire proceeding therefrom, a working conductor made in successive sections separated or insulated from each other, said feedwire being normally disconnected from said work ing conductor sections, a return conductor, an additional or independent source of electric supply, a feed wire proceeding therefrom, polarized relays, one magnet of each of said relays having one terminal connected to said last named feed wire, the opposite terminals of said magnets, respectively, being connected to the respective sections of the work ing conductor, the circuits through said magnets being normally open, and switches controlled by said respective relays, said switches being arranged to close and open circuit between said first named feed wire and said respective sections of working conductor, accordingly as the magnets of said polarized relays are magnetized or demagnetized.

8. In an electric railway system, the com- I bination of an electric generator, a feed wire proceeding therefrom, working conductor made in successive sections insulated from each other, said feed wire being normally disconnected from said working conductor sections, a return conductor, a source of electric supply furnishing current of a lower potential than that of the main working current, a feed wire proceeding therefrom, switch magnets comprising polarized relays, one magnet of each of said relays having one terminal connected to said last named feed wire, the opposite terminals of said magnets, respectively, being connected to the respective sections of the working conductor, the circuits through said switch magnets being nor mally open, switches controlled by said respective polarized relays, said respective relays operating to connect said first named feed wire to the respective sections of the working conductor and to disconnect the same therefrom, and contact devices making electrical connection between said working conductor sections and the return conductor, thus closing circuit through said respective polarized relays independently of each other.

9. In an electric railway system, the combination of a feed wire connected to an electric generator and carrying working current, a working conductor normally disconnected from said feed wire, a return conductor, a source of electric supply furnishing current of a lower potential than that of the main working current, switch magnets comprising a polarized relay, one magnet of said relay having its terminals, respectively, connected to said working conductor and to said last named source of electric supply'and receiving initial current of low potential therefrom, a switch controlled by said polarized relay and operating to close and open circuit between said feed wire and working conductor, a motor car receiving operative current from said feed wire through said working conductor, and a switch on said motor car arranged to open and close the motor circuit, the opening and closing of said motor circuit operating to simultaneously open and close the working and the polarized relay circuits.

10. In an electric railway system, the combination of an electric generator, a feed wire proceeding therefrom and carrying working current, a working conductor made in successive sections insulated from each other, said feed wire being normally disconnected from said working conductor sections, a return conductor, a source of electric supply furnishing current of a lower potential than that of the main working current, a feed wire proceeding therefrom, switch magnets comprising polarized relays, one magnet of each of said relays having one terminal connected to said last named feed wire, the opposite terminals of said magnets, respectively, being connected to the respective sections of'the working conductor, the circuits through said switch magnets being normally open, switches controlled by said respective polarized relays, said relays, respectively, operating to connect said first named feed wire to the respec tive sections of the working conductor and to disconnect the same therefrom, a traveling motor car arranged to establish electrical con-- nection between the return conductor and the successive sections of the working conductor, and a traveling car controller arranged to open and close circuit through the motor and operating to simultaneously open and close the relay and working circuits.

11. In an electric railway system, the combination of a feed wire carrying working current, a working conductor made in successive sections normally disconnected from said feed wire, a motor car traveling in electrical connection with said working conductor, a source of electric supply furnishing current of lower potential than that of the main working current, a polarized relay comprising two magnets on normally open circuit, one of said magnets having one terminal connected to said working conductor. and the other terminal to said last named source of electric supply, a switch under control of said polarized relay, a supplemental magnet of greater power than said last named magnet, and included in shunt circuit around the switch making direct connection between said feed wire and working conductor, the circuit of said supplemental magnet being under control of said polarized relay, said supplemental magnet operating to connect said feed wire to said working conductor and to disconnect the same therefrom, the closing of circuit between said working and return conductors operating to close circuit through said polarized relay magnets and said supplemental magnet.

, 12. In an electric railway system, the combination of an electric generator producing working current, a feed wire proceeding therefrom, a working conductor normally disconnected from said feed wire, a supplemental generator producing current of lower potential than said working current, a feed wire proceeding therefrom, a return conductor connected to one set of similar poles of said generators, said feed wires, respectively, being connected to theother set of similar poles of said generators, a polarized relay comprising two magnets, one movable in front of the poles of the other, one of said magnets having one of its terminals connected to said low potential feed wire and the other terminal to said working conductor, the other magnet being connected in shunt with the working circuit, a switch controlled by said relay, and means for opening and closing circuit between said working and return conductors, the closing of said circuit actuating I from a feeder exterior said relay and causing its magnets to attract conductor, the opening of circuit between said working and return conductors causing the high potential current to dominate the low potential current through one of said magnets thus reversing the polarity of the same and causing said magnets of the polarized relay to repel each other and open said switch, thus disconnecting said working feed wire from the working conductor.

13. In an electric railway car, the combination of a motor receiving working current to the car, a storage battery and lamps on the car, a car-controller for controlling the admission of current to said motor, said controller being provided with automatic switches, connections between said switches and said lamp and battery circuits, the whole arranged so that the movement of said controller to the closed or working position will switch the working current to said lamp circuit, while the movement of said controller to the off position will cut oil said working current from said lam circuit and connect the battery circult thereto.

WILLIAM ROBINSON. Witnesses:

FRANK R. CLARKE, A. H. CLARKE. 

